*****Fast Intentions "Twin Turbo Kit" is here*****

F.I. Inc.

UPDATE: 9/7/2016
>>>>>CARBON Z ECLIPSES 1000HP FAST INTENTIONS/FORGED PERFORMANCE COLLABORATION<<<<<



UPDATE: 3/1/2016
>>>>>The Smoking Tires Matt Farah, reviews the Fast Intentions Twin Turbo system<<<<<



UPDATE: 7/14/2015
>>>>>Garage Tours: Fast Intentions<<<<<



UPDATE: 6/11/2015
>>>>>Season 2 Drift Garage Season Recap<<<<<



UPDATE: 6/2/2015
>>>>>Season 2 Drift Garage episode 6<<<<<



UPDATE: 5/19/2015
>>>>>Season 2 Drift Garage episode 5<<<<<



UPDATE: 5/5/2015
>>>>>Season 2 Drift Garage episode 4<<<<<



UPDATE: 4/21/2015
>>>>>Season 2 Drift Garage episode 3<<<<<



UPDATE: 4/7/2015
>>>>>Season 2 Drift Garage episode 2<<<<<



UPDATE: 3/24/2015
>>>>>Season 2 of DRIFT GARAGE IS HERE<<<<<



UPDATE: 3/16/2015
>>>>> NEW WORLD RECORD 1/4 MILE ET: 10.91 @ 130.05 MPH.<<<<<



The official release flyer posted on: 3-15-2013
***FLYER UPDATE ON: 2/17/16***





Below is all from the original thread starting on 1-16-2013

Today the dream becomes a reality!

We at F.I. INC are proud to share our creation with the Nissan 370Z Community.

These pictures below are the first ever shown of our Twin Turbo Kit that has been in development since last April. This kit has exceeded all of our expectations thus far. The prototype is being wrapped up this week and we plan to be on the dyno late next week. From there we plan to have the full launch and press release completed by mid February.

Over the next few weeks until the official launch, I will be adding new pictures here in this thread. To start things off...

















Now, I am sure after seeing those "Teaser Pics" you might have a lot of questions. I am going to do a little FAQ below with answers following each question.

Question: Are those exhaust manifolds welded or cast?

Answer: The exhaust manifolds are investment cast stainless steel.

Question: What turbo's are those?

Answer: The turbo's are Garrett GTX2867R. In production will will offer a Garret GT28RS, Garrett GTX2863R and Garrett GTX2867R. We are still finalizing the three stages and what exact configuration they will be.

Question: What type of exhaust housing is that on those turbo's and why not the "traditional" T-3 style?

Answer: These exhaust housings are Tial. All flanges are gone and everything is a v-band connection. These housings are designed for max efficiency through the entire RPM curve and reduce the overall amount of space being taken up. This gave us more clearance in all directions in the design process. It allowed us to design the exhaust manifolds without having to "drill and tap" the passenger aluminum head of the engine in order to make the exhaust manifold fit the car! In addition, we will not offer an internal wastegate option and this housing eliminates having to weld internal wastegate flapper doors shut of external wastegate applications. On the driver side the compact nature of this housing allows us to retain the "stock" steering knuckle.

Question: What are those exhaust elbows bolted to the turbo's.

Answer: The exhaust elbow bolted to the turbo's start at 3 inches with a smooth taper down to 2 1/2" and end in the stock location of the starting point of the catalytic converters. Yes, this means you can run any existing cat or test pipe in stock location. In production these elbows will be cast.

Question: How will you recirculate the wastegate back in to the exhaust system?

Answer: We will recirculate the wastegate directly into the exhaust elbow coming off of the turbo's. This will eliminate the "plumbing fitment nightmare".

Question: Will this kit fit both the 6MT and 7AT (Transmissions)?

Answer: Yes, it will be designed for both.

Question: Will this kit be available for the G37 Coupe and G Sedan?

Answer: After the kit is perfected for the 370Z we plan to offer it for the G37 Coupe and 2007+ G Sedan. It will be available for the Coupe first and then the Sedan. (Target release) for the G Coupe will be late summer to early fall.

Question: Will this kit fit the RHD (right hand drive) model?

Answer: I am not certain but I would venture to say no it will not fit. Until I have a RHD car in our shop to do a test fit I will not know. Anyone who wants to send one our way, just shoot me an email.

Question: Will there be a 3" version of this exhaust elbow for the full 3" exhaust setup?

Answer: For the "full" 3" setup the elbow you see in the pictures will not be included. You will have a 3" downpipe come directly off of the turbo and connect to our 3" TT-TDX exhaust system.

Question: What will you use for tuning?

Answer: UpRev

This is only the beginning! There is so much more to follow in the coming weeks. For all of your questions please pm me or email me.

Thank you, Tony


Update: 1/27/2013 about 1:30 am PST!

More pictures as promised. Below I will show you 13 additional pictures of the "Prototype" TT kit fully assembled on the engine. Following the pictures will be a FAQ with answers following up each question.



























Question: Why are the BOV's (Blow Off Valves) welded in the innercooler?

Answer: In order to (properly) relieve pressure off of the system the BOV's should be post innercooler. In this case they are. You should put them as close to the throttle bodies as possible, however we did not want to put them too close to the MAF's. To close to the MAF's will can create turbulence in the intake tubes. This will cause the MAF's to work improperly. Now in our case we chose to weld them directly to the top of the innercooler for aesthetics, ease of installation and symmetry.

Question: What size is the innercooler tubing and why is it that size?

Answer: The innercooler tubing is 2.50" all the way though with the exception of directly out of the turbo's. The silicone transition out of them goes from 2.0" to 2.5" virtually immediately. After doing extensive research we are confident that this specific car does not need anything larger. The 370Z lacks low end torque and we want the turbo's to spool as fast as possible. We are however prepared to test 2.75" if need be. As for 3" as the intake tubes, yes aesthetically they look aggressive but from a performance standpoint we feel that intake tubes that large will create turbo lag.

Question: Is the innercooler made up of one or two cores?

Answer: The innercooler is one core. It is however completely sealed directly in the middle. Each side is fully independent to the other. We have a left to right passage and with one core you are able to achieve more cooling rows. This will allow for better cooling and in the end a more efficient innercooler.

Question: Are we able to keep our crash bar with this innercooler?

Answer: Unfortunately no you cannot keep your (stock) crash bar. To do so would cause us to use a much smaller innercooler core. In addition the power steering cooler would have to be virtually up against the radiator and the innercooler as well. This would cut off a lot of air flow to your radiator and guaranteed to make your car run hotter. The coolant and oil temps are already hot. We did not want to add to the issue! *NOTE: We may develop and offer an aftermarket crash bar before the kit is in full production.*

Question: Why did you choose to put the air filters in their current location?

Answer: As you can see from the filter to the turbo inlet the bend is extremely minimal. The straighter shot, the faster the turbo's will spool. In addition this is a good location to keep the air filters from potentially hydro locking. For those of you who like to take your car underwater!

Question: Will the innercooler tubes always be welded together in multiple pieces like in these pictures?

Answer: Once in production, all but 1 maybe 2 out of the 8 innercooler tubes will be in one piece. There should only be 1-2 welds in all of the tubing.

Question: Will the wastegates recirculate back in to the exhaust?

Answer: Yes, pre stock catalytic converter location. For testing purposes at the dyno we will dump them into the atmosphere. We will most likely need to change wastegate spring pressure on the dyno and for ease of access having the recirculation tubes off and out of the way will speed things up.

I think that this covers it for now. Please enjoy and do not hesitate to ask any questions at all.

Stay tuned, installed pictures will follow suite next with the dyno session shortly to follow.

Thank you, Tony


Update: 2/11/2013 about 12:30 am PST!

We motored through and put in 100 hours in the past 6 days to make this happen! Everything fought us the entire way. Monday it was the OS Giken LSD. Tuesday it was the clutch. Wednesday-Thursday it was the dyno. Friday it was the dyno again and final prep for the track. Nevertheless we pushed through prayed that we would catch a break yesterday at the track.

Below is a time line that I have put together from the past 96 hours, from first start up to high 11's in the 1/4 mile.

Thursday 2-7-13 3pm
First start up of our "Twin Turbo Kit"




Thursday 2-7-13 8pm
A clean dyno run on 7.5 psi wastegate spring pressure w/no boost controller / 91 Octane / Full F.I. 2.5" exhaust (Non Res) / 19" rims = 469 RWH & 388 FT LBS. of Torque




Saturday 2-9-13 11:33am
This was a radial run on 19" Michelin Pilot Sports. Great tire but absolutely no traction at this power level. Blasting the tires off every time the car comes up on boost.
13.0 @ 120 mph




Saturday 2-9-13 5:22pm
This was the 2nd of 5 passes on Mickey Thompson "Street/Drag radials". The tires bit harder than Dan anticipated. Car bogged hard on the launch but recovered hard. Look how hard it pulls as it gets down the strip. Listen closely because he misses the 3rd to 4th gear shift.
12.4 @ 124




Saturday 2-9-13 5:56pm
This was the last run of the day. Violent wheel hop is eliminated by doing a 2nd gear burnout. The car came a little left out of the groove towards center track. Dan drove it back into the groove and ran the lowest E.T. Of the day...

11.80 @ 124.14

The fastest MPH for the day was on a 12.1 run @ just over 125.



Question: Where are the dyno charts?

Answer: We left the dyno at 1:30 in the morning of Friday and have not had a chance to scan them and get them uploaded. I will make that a goal this week.

Question: Why is there not an electronic boost controller in the car? Will you be installing one and if so, which brand?

Answer: We just ran out of time and wanted to see what the car would peak at on wastegate spring pressure. We have the 5.5 LB spring in the wastegates. We never saw over 8 psi and steadily were between 6.5-7.5 psi for most of the dyno runs. We plan to install one later this week. From our previous experiences we like the Turbosmart E-Boost 2. It is very advanced in terms of options but user friendly at the same time.

Question: How much did the TT Kit heat soak on the dyno or at the track? How much did the IAT's (Intake Air Temps) raise? How hot did the oil temps get to?

Answer: Going into this project like everything we design, we design it for max efficiency. I have to say though, this kit is bar far the most efficient yet. We did 13 pulls in one configuration alone on the first night at the dyno. 5 of them were all back to back to, you get the point! The IAT's did not raise one single degree. The manifolds innercooler and tubing clearly work and work well. We even took the air filters off and did 2 runs back to back. We did not pick up any more power. The performance curve stayed virtually identical. Like I said before, (max efficiency). If you look at the bottom end tank of the innercooler it is shaped in an upside down "V" configuration. This will allow the maximum amount of air flow to get to the radiator. The oil cooler setup is extremely effective also. Yes it was cold at the track and yes there is a lot of downtime drag racing. That being said, the oil temps. never reached over the mid 180's.

Question: What is the turbo configuration on this car? What stage will this be and are there any plans to test other configurations?

Answer: Garrett GTX 2867R w/Tial .86 AR (External Wastegate) I have to be honest, we were told by a lot of people that the 2867's along with the .86 AR might have lag down low. Believe me when I tell you, that is not the case. This car ramps the boost in so hard with the current setup that we have to get a boost controller on it just to delay the boost and regulate it, especially down low. We know that a big contributing factor to this is the design of the manifolds and overall efficiency of the kit. As far as what stage this is, I would call it a Stage 1+ These 2867's are not even being utilized to half of their potential at this boost level. These turbo's will shine much better in a higher boost and horsepower application. We have no plans to step down to the "smaller" Tial .64 AR. On street tires this current setup is virtually unusable in 1st and 2nd gear. We plan on doing some dyno testing in the coming weeks by only changing to the GT28RS. This will be our "Stage 1" which will be outlined below. Here is what we currently plan to offer in terms of stages:

Stage 1 requirements are going to be for the stock car. GT2860RS, require mild fuel modifications, boost controller optional, pump gas tune for the individual that is looking to make between 450-475 RWH "daily drivable." This stage will also be the most affordable because for someone who only wants to achieve this power level, there is no need to spend unnecessary money on more expensive turbo's that they will never utilize. Everything for stage 1 will be supplied with the kit.

Stage 2 may require additional fueling modifications, i.e. Aeromotive pump vs. the Walbro pump to be able to fully utilize the GTX 28 series. As well as exhaust system requirements and MT clutch or automatic transmission modifications. A boost controller will be needed to turn up to boost for those who want to push the limits of what the stock engine can handle. The GTX2867R will most likely be our stage 2.

Stage 3 is for the big boys/gals! For individuals who want to make serious numbers. All of the requirements from stage 2 with the addition of internal engine modification, larger fueling (return fuel system), rear differential work and our 3" exhaust. Turbo's associated with this stage will be custom matched to your specific requirements, i.e. weather you are a drag racer, road racer or just the weekend street warrior. Our exhaust manifolds can support turbo's deep into the GT30 series. We can utilize turbo's that can make well over 1,000 HP to the ground if your drivetrain can support it.

The lines between the the 3 stages do not need to be in black and white. For instance, you can add a boost controller to stage 1 as well as take our car for example. This is a between a stage 1.5 and stage 2. Currently we are using stage 2 turbo's, no boost controller, still on pump 91 octane, low boost levels and the 2.5" exhaust.

All in all it depends on you as the consumer and what you want out of it. Very much like our exhaust systems we have designed a kit that can be custom tailored to your wants and needs.

We are still doing extensive testing with various combinations and the turbo system altogether. Our goal is to be able to answer any question thrown at us.

Every stage will come with:

-Twin Tial V-banded 38mm wastegates (Optional water cooled for you road racers.)
-Twin Tial Q Blow Off Valves.

Question: Why didn't you dyno test the 3" exhaust?

Answer: We planned to however ran into some fuel pressure issues in the higher rpm's. Due to that we have not been able to complete our testing on the 2.5" exhaust. We have kept the timing fairly conservative at 16 degrees on 91 Octane. Once we straighten out the fuel pressure drop off we will turn the boost up, turn the timing up, switch to VP MS103 Octane and find the cap of the 2.5" exhaust system. Once that is reached we will then test the 3" exhaust on 91 Octane and VP MS103.

Question: What is the current configuration with the test car in terms of engine and suspension?

Answer: This test car is a 2010 Base 6MT w/Touring package. The engine is completely stock. The suspension is completely stock. The car has full interior with spare tire still intact. The only modifications to the car are the SpecialtyZ 6 puck clutch w/aluminum flywheel, OS Giken LSD (Stock gear), F.I. Twin Turbo kit and full 2.5" non resonated exhaust. As for the track, there will be an open test and tune in two weeks. We will be there with the car! Now I am going to speculate a little here. We feel that with a little more seat time we could of ran an 11.6-high 11.5's yesterday. Dan (the driver) has only 4 passes under his belt in the 370z on drag radials. He was just starting to get comfortable with the car and get used to the clutch.

Question: What changes will be made when you go back to the track?

Answer: The car will stay in the same configuration aside of the following changes:

-Electronic boost controller will be installed
-Brand new Drag Radials 16" x 8.5" (Current ones are done!)
-Disconnect front sway bar
-Short throw shifter

Our mission is to get real deep into the 11's on 91 Octane and low boost (7-8) psi. From that point, god willing and pending the rear end holds together, we plan to up the boost and splash some VP MS103 Octane in there in hopes to reach the 10 second mark. Some of you must think I am talking crazy but please try to keep an open mind. Just because it has not been done, does not mean that it cannot be done!

Question: When are you going to release the pricing and start taking orders?

Answer: We have started to put together some preliminary numbers and hope to have pricing released within a week and a half. As soon as that happens and the options are nailed down, we will take orders. The official release date is still 4-6 weeks away. We are doing a big press release for the launch of the kit and that will take time to put together.

I am sure there are other questions that I cannot currently think of. If anyone has a questions to contribute that is not answered in some form or way above than please ask.

More information is soon to follow. We thank you all for your support.

Tony


Update: 2/19/2013 about 10:10 pm PST!

Called the night early rain is coming down hard and its cold. The fuel pressure is still dropping but stabilizing around 42 psi at the top of the run. Definitely not ideal but we are working in the right direction. We were able to clean the air/fuel up somewhat from last time and get the car to take more timing. Final results for tonight:

546 RWH / 457 RWT backed up by 540/454 and a handful of runs slightly below that.

91 Octane (Pump)
10.03 PSI
Full open FI 2.5" exhaust

Below is a dyno chart from tonight with the best run from February 7th attached to it as well. That run is Run #7. As you can see there is a substantial gain tonight over the run from 2/7. By getting the fuel pressure to stabilize up top it is allowing us to add about 4-5 additional degrees of timing with absolutely zero detonation. Our tuner Sebastian@SpecialtyZ wears a set of special head phones that are directly plugged into the ECU. He can detect the slightest bit of detonation when it occurs. The timing is still fairly conservative at 18 degrees on 91 Octane. In addition now that we have the electronic boost controller wired in it is giving us full adjustability to regulate boost and wastegate spring pressure. This is helping the torque out quite a bit.

It is a safe bet to say we are pretty much finished on the 2.5" exhaust system. First thing tomorrow morning we are going to play with a few things in the fuel system. Basically try to get the fuel pressure to stabilize at a higher psi. We will also switch over to the full open 3" FI exhaust.

Stay tuned...



Here is a video from tonight. On this run the car made:

540 RWH / 454 RWT on 9.77 PSI peak...



Thank you, Tony


Update: 2/23/2013 about 5:40 PST!

Yesterday we took the Twin Turbo prototype back out to the drag strip in hopes to improve upon our previous time of 11.80 from 2 weeks earlier. We succeeded that goal and eclipsed the previous E.T. record of 11.75!

There is a lot footage from yesterday and there is much more to follow. For now we have put together a video for you all below.

The first run was an in car GoPro focused on the boost controller. We made a peak boost of 9 psi on this run. This was the world record run of 11.493 @ 124.32 This is the E.T. record and as of now we have not broken the MPH record.

The second run is from a GoPro mounted to the front bumper. This run was a few hours later in the day and on this run we recorded a time of 11.586 @ 122.02




Another video from Friday at the drag strip. Hope that you all enjoy...





Update: 5/19/2013 about 8:00 PST!

There is so much more to follow this video from ZdayZ 2013. We plan to do a full write up, review w/pics and videos of our experience at ZdayZ. For now we want to share with you a little taste...



Thank you, Tony


Update: 6/25/2013 about 11:00 PM PST!

We are at what we call "The Limbo Stage." This is the time in between the initial testing and the production kits being installed and/or shipped. Alot of downtime here on the forum and all seems calm. I can assure you we are working away getting everything perfect for our customers.

Many key components for our TT Kit are complete, in the shop and ready for installation and shipment. Other components are currently in production.

We have decided to raise the bar even higher than the prototype. (No the price is not going up.) The oil relocation adapter plate along with oil line fitting plate on the side of the engine block were off the shelf Moroso parts used for the prototype. Some of the other oil/water fittings were custom fabricated as one off pieces by us in house for the prototype. These were all phenomenal parts however they are not time or cost effective for production.

So in 3D CAD Solidworks we have designed our own application specific parts for the 370Z. This is the same process as how our exhaust manifolds were designed. Manufactured on a CNC Mill all of the following parts are comprised of "Billet Aluminum."

-Oil line adapter (side block mounted)
-Oil filter relocation adapter
-Coolant fittings
-Turbocharger oil drain fittings (O Ring) to eliminate the gasket.

In addition all of our silicone couplers are 4 ply black/black custom with our new logo stamped on them. All intercoolers will be pressure tested in the fabrication process. This will ensure a consistent quality product either installed or shipped. All of our turbochargers weather it be the Garrett GT28RS or GTX-2867R will be clocked and locked down to their installed rotation prior to boxing and shipment. This will ensure the installer has to spend less time figuring things out during the installation. We are taking everything into account to ensure the installer has the smoothest install possible.

The production exhaust manifold process is coming along quite nice. We have enlisted the services of a local machinist with over 35 years experience in his field. He told us the design we brought him is the most elaborate and complex exhaust manifold he as ever seen. Needless to say we brought him a challenge. Nothing is impossible if you enlist the right people. The tooling for the exhaust manifolds is nearly complete. We are also working with a local foundry state side to cast the exhaust manifolds. I am very proud to say we are manufacturing all of our custom parts here is the USA! Aside of the obvious right reason to do that, manufacturing our turbo parts locally is the only way to ensure the highest and consistent quality. Sure it comes at a price, but why settle for less!

Over the next 5 weeks we plan to do the first 2-3 installations in house. During that time we will write the installation manual step by step for our TT Kit. From that point forward we should be ready to start shipping out orders. Currently there are 11 kits pre ordered. We are producing all of the components for the first 25 kits. For once Fast Intentions may actually have something in stock. Once we have 18 kits sold we will start producing parts for the next 25 kits. This gives us a cushion of 7 kits to work with in stock. Our goal is to have it on the shelf ready for you when the order is placed.

To close,
We currently are working with 3 shops to be recognized as our "Certified Installers." What this means is either myself or Dan will fly out to their location and personally train their technicians on the first install. In addition their will be special tooling created by us to minimize the installation time. All certified installers will have these tools. We hope this is a big selling point for the potential buyer knowing they will have their kit installed by a properly trained technician at a fair price. We want to have 7-10 certified shops in strategic places throughout the country. This way every customer is in reasonable driving distance from a certified installer. The shops so far are,

SpecialtyZ (Chatsworth, Ca)
Grubbs Nissan/Screaming Lizard Customs (Dallas/Fort Worth, Tx)
Forged Performance (Atlanta, Ga)

More updates will follow with pictures of the newly custom designed parts along with the production manifolds. Please stay tuned as the limbo stage will be ending soon. If anyone has any questions at all or would like to place an order please do not hesitate to call me directly.

Thank you all for your time.

Tony

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